lombaeet



UNITED STATES PATENT OFFICE..

- HERMAN J. LOMBA'ERT, OF PHlLADELPHIA, PENNSYLVANIA.

Yll'iPliClVliD MODE 0F CONSTRUCTING AND APPLYNG. RAlL-S TO RAILROADS.

Specification forming part of Letters Patent No. 35,879,1daied July l5, 1862.

To @ZZ whom it 17mg/ concern:

Be it known that l, HERMAN' J. LOMBAERT,

y of the city of Philadelphia, in the State of Pennsylvania, have' invented a new and useful Improvement in the Gonstructionand Applicay tion of 'Rails for Railroads; and ,'I'do hereby declare that vthe following is a full and exact description of the same, reference being had to the accompanyingdrawings, making a part of this specification, and to the letters of ref? lsecure these important and very desirable results, and without any considerable increase in the original cost of construction.

The'nature of my invention consists, suby stantially as hereinafter described and speciiied, in dividing the metal used in making the ordinary single-bar rail into two separate or distinct parts, which, for elearness in description, I term, respectively, the wearingrailand the supporting-rail, and combining them together in horizontal planes or parallel with each other by means of intermediating blocks or plates, in combination with clamping-hooks or their equivalents arranged and secured at equal distances apart from each other and in certain relation to the positions of the supporting cross-ties or groundsills to which the rails are applied, for the lpurpose of producing acompound rail that will be at least equal in strength to the said ordinaryl single-bar rail as the same is now laid to form a track, and a tracksurface having a uniform elasticity and strength throughout under the' ordinary loads now'carried on railroads Vby steam as the motive power; .and the nature of my invention also consists in the mode, here .inaftei` described and specified, of securing the joints which occur. at the `abutting or contiguous ends of tlLe wearing-rails, `for the ,pun pose of insuring at these parts of the track the same generalelas'ticty and atleast the same eq ality of strength which are characteristicsof he other portions 'of the track.

In the drawings, Figure l is a side elevation of a portion of a track, showing the general construction and application of my invenf tion, and Fig. 2 a plan view of theA upper side of the supporting-rail thereof, both figures being drawn to a scale of about onetwelfth of the fullsize; Fig. 8', an end View of the portion of the track of full size cut vertically through the partsindieated by the dotted line V of Fig.

-l5 Figa, an end view of like size ofthe same portion of the track cut vertically throughthe parts indicated by the dotted line "W of Fig. 1;*Figs. 5 and 6, plan views of the upper and under sides, respectively, of the intermedi4 aiing'blocks or 'plates with clamping-hooks,

thereon, and Fig. I a like view of the upperside ot' the intermediating blocks or plates used in securingthe joints formed by the abutting or contiguous ends of the wearingrails,

the three lastmentioned iigures being drawn to a scale of labout onefonrth of. the full size, like letters indicating the same parts when in the different figures.

A is the wearing-rail; B, the supporting-rail; G, the interniediating blocks or plates; D, the clamping-hooks, and E the ordinary crossties or ground-sills.

Anyof the il-ange-rails now in general use, on steam-railroads are applicable to this system, anda rail of the form shown in Figsf and 4, and weighing from thirty to forty pounds per lineal yard, which is the size intended to be represented, if made of the best quality of iron or of steel, will be about equal in strength to the ordinary liftysix or sixtyfourfponnd rail asthe saine is now laid.

The siqiipoiftiiig rails B each consist of wrought-iron rolled into alength equal to that of the wearingrail A and a width at its upper side that will be at least equal to the width of the `base of the said rail A. lts upper side `presents a iiat surface,with the exception of a series of small protuberances, Z/,which will be hereinafter described, its right and left sides being recessed so as to produce the nearly-vertical planes b, andalso beveled edges b b, that will correspond with the beveled edges a a' of the base of the wearing-rail A, substantially as shown in the transverse sections, Figs. 3 and 4, while its remaining under port-ion may be either fiat or rigid and grooved, so as to' secure the greatest strength from the same v amount of metal. 'A central longitudinal line ofthi-ugh-hoies, b3, (see Figs. 2 and 4,) is ma@ in the said rail B, for the purpose of admitting the spikes or bolts F, whereby it is fixed to the cross-ties E, as will hereinafter be more fully described. These holes b are made at equal distances apart, corresponding with thel distance determined upon from center to center of each of the blocks or plates DC interposed between the wearing-rail A and the supporting-rai1 B, as indicated in Fig. 1. The weight of this snpportingrail B of the size and form shown in Figs. 3 and 4 is estimated to be about thirty' pounds to the lineal yard.

The intel-mediating plates C are also each made of wrought-iron, and have their top and bottom surfaces parallel to each other, are of the same t}1iclmess,'and present at one end two or more clamping lips or hooks, D,which will clasp, respectively and simultaneously,

corresponding port-ions of one edge a of the base of the wearing-rail A and one edge b2 of the supporting-rail'B when the said plates or blocks are placed across between the said rails l A and B and drawn toward the opposite edges a b2 of the latter by means of the respective double hooks D, which double hooks are also made of wrought-iron and formed to clasp, respectively and simultaneously, corresponding portions of the' said opposite edges of the rails A and B when inserted into the oblong holes c', which are in ade for the purpose th rough the said plates or blocks, and their beveled hooked ends forced tightly upon the saidbeveled edgesaf bl ofthe rails A and B by driv.- ing the wedge-keys G downward, thus forcing the different parts together into the respective rigid positions indicated in Figs.y 3 and 4.

Each of the plates Cshould be about thi-eef .quarters of an inch thick and (except where a joint, a2, occurs'from the abutting or con-` l tiguous ends of any two wearing-rails) about three incheswide. The underside of each plate C has a shallow cavity or indentation, c, (see Figs. 3 and 5,) which receives one of the protuberances b' of the supporting-rail B when the said plate is laid in its proper position across the said rail, as before described, the said indentations c2 being made oblong in the moving direction of theI plates for the'purpose of allowing \the same to be the-more readily applied, and afterward, in forcing the respective hooksfD D toward each other in clamping the rails A and B together with the said plates C between, allowing the latter to slidev across between them sufficient] y for the purpose. The protuberances b of the rail 'B are arranged at equal distances apart and in such relation to the bolt-holes b that the blocks or plates C shall be equidistant from their near est bolt-holes when the said plates are placed over their respective protuberances, as seen in Figs. 1 and 2. Y l l In applying these compound rails to the ordinary cross-ties, E, so as to produce the track required, the cross-ties are first boxed out? or recessed across their upper sides. in vsuch a.

mamieras to adapt them to receive accurately in the said recesses the respective crossing 'same general plane .with their upper sides,

substantially as indicated in Figs. 1, 3, and 4, thus eifectually preventing thc rails of the track from any probability of separating from each other or moving laterally on the cross ties. The supportingrails B are next permanently secured in the'said recesses of the cross-ties by means of appropriate spikes or bolts, F, substantially as represented in the same gures. The plates C are now placed regularly along upon the supporting-railB, with their respective cavities or indentations ci' directly over the protuberances b', and consequently their lower hooks, D, in conjunction with the one edge b2 of the supportingrail Band then the wearing-rails A laid'directly upon them, with one edge a of their respective bases slippedvwithin the upper hooks, D, of the plates. The double-hook pieces D are now respectively applied through the holes c in the platesl and their respective wedge-keysG then inserted behind them and driven down until the rai-ls A and B `are rigidly clamped together, as before described, with the plates C between, substantially as represented in lligs.v l and 3.

For the 'purpose ofpreventing the .wedgekeys G from being worked loose by the tremor produced inl the track by thefpa'ssage of trains, and also for the purpose of compensating for any differences in the sizes of the keys G or holes c', a strip of pliable metallic plate, H, is intended to be inserted with each key, and its upper end, after the key is driven down firmly, bent over upon the upper end ol' the latter, and its lower end; bent outwardor up: ward against the under side of the projecting end ofthe plate C, snbstantiallyas seen in Figs. 3 and 4.

'The wearing-rails A are also so laid upon the blocks or plates G that their abutting or contiguous ends shall bring the-joint-lines a2 each at a point midway between the: centers of the two adjacent cross-ties, and therefore also midway between the two adjacent protuberances b \f' the supporting-rail B, and for the purpose of supporting inthe most ei'ectual .manner the said abutting or contiguous ends of the rails A a longer single plate, C2, is substituted for lthe two which would otherwise be employed apart between the said two crossties. If the regular distance apart from out to out of any two yof the smaller plates C'be eighteenl inches,`the plate CZ for the joint a2 is made eighteen inches lon`g,'as seen in Fig. 7, and itshooks D and drawfholes c arranged so that there will be produced central lips or 'hooks D D' on its upper side, each of suiicient width to clamp simultaneously the corner edges of both of the abutting or contiguous ends of the bases of the wearing-rails A, substantially in the manner indicated in Figs. 1

and 4.

IIn the use o f this invention it will be seen that although substantially the same quantity of metal that is required to produce the ordinary single-bar rail ot sixty-four pounds to the lineal yard is divided into the two distinct rails A and B,*thc loriner weighing about thirty-five pounds and the latter, say, thirty pounds to the lineal yard, yet the relative positions of the two said parts A and B, con ,structed and combined together rigidly by leans ofthe clamps and iutcrmediating plates arranged at the regular distances apart described, are such that there will bea'iforded a supporting strength in the combination which will be at least equal to that of a single-bar rail of like weight as now laid, and at a cost'of production but little exceeding that of the latter, and with but about halt` the weight subjected to tbewear and tear of therolling-stock.

It will also be seen that inasmuch as there does not exist in this system or mode of constructing and applyingtrackrails any direct connection between the wearing-rail A and the ground-sills, or, in other words, that as the said. rail A is supported directlynpon a series of blocks or plates arranged upon the supporting-rail B, so as to be at equal distances apart and also equidistaut from their nearest ground-sills, as seen in Fig. 1, there 4will beat'tbrded uni torni elasticity and strength' throughout the whole length ot' the saine under the ordinary loads now carried ou railroads, and this even it' solid stone blocks be substituted t'or the'ordinary wooden groundsills or cross-ties, and that, the two said rails 'A and B being rigidly combined together by means of strong clamps in combination with the intermei-liating plates C, as described, while the whole is secured to the crosstics by sinking and bolting orspiking the said supporting-rail therein in the manner described, the liability to displacement or the separation ot the rails from each other incident to thc ordinary singlc-bar rail track, and the consequent danger'and expense incident to the use of chairsfand othelsimilar devices hitherto depended upon for securingr the said ordinary rails to the cross-ties or grou nd-sills, are entirely obviated. I

Another feature of peculiarity and importance will also be secu in the appropriateness of the different parts described to the production of .a secure and reliable joint at the. abutting or contiguous ends -Jf the wearing-rails.'v

The contiguous ends of the supportingrails flfb* should be arranged to come betweenany appropriate two of the plates or blocks C which are intermediate between their adjacent crossties, as seen lin Fig. 1, because the pressureof a locomotive and train of lo'aded cars in roll` ing over the track will necessarily be trans mitted to the erossties in succession th roughy those. blocks or plates only which are adjacent tothe said cross-ties, and for the saine' reason those other portions ol' the supportingrail B which. come between any two of the blocks or plates that arc between the crosstics,

the use of a. continuous supportingrail, as`

shownin Fig. 1, especially in the greater facility altorded for their alignment when laying them upon th'e cross-ties, is so unimportant as to render the latter construction farpreferable. In fact, so little will be the skill required in laying down this compound rail-thc supporting-rail B being continuous-that any vunskilled laborer, after a little practice, will be competent to thc work, and any subsequent 'changes of any of the parts or reversionsand renewals ot' the wearing-rails A that accident. orlong` service ofthe track may render necessary will be as easily accomplished.

In the construction of my invention I wish it to be distinctly understood that I do notintend to contine myself to the particular form shown in the transverse section for `the supporting-rail B, exeept'in so l'ar as the same is provided with suitable side edges, b'Z b2, fbr the application of any suitable clan1pinghool s,

the said edges projecting beyond adeeper middle portion having a nearly vertical plane, If,

on each side for preventing .its having any lateral motion when let into the cross-ties, as described, the series ot boltliolesb", forsecun ing it to each ofthe cross-ties atthe equal vdistanees apart speci lied, and the series of protu berauccs b', or their equivalents, t'or Aindicating and maintaining the position of the blocks or plates C, as described, because thevrequircd 4strength and elasticity which are afforded by the supporting-rail B when constructed as described can be attained by making its transverse section to present either the form indicated by the dotted lines l l in Fig. 3 or that indicated by thc dotted lines 2 2 iu Fig. 4,-

using in the latter form larger bolts'for fasteni ing it to the cross-tics, in order to allow of their being mortiscd for keys, as indicated by.

the dotted lines 4:, because the latte'r can in Y such case `be more easily applicdthan screwnuts, and also in suclr case making the beveled edges b b2 about a quarter of an inch wider, so that suitably-wide notches may be pinched ont, in order that the` same may serve'- for .indicating and maintaining the proper positions of the blocks or plates and clampinghooks-as equivalents for thefprotuberan'ces b, whichv of course could not be conveniently formed on such a supporting-rail. Nor` is it my intent-ion to confine myself to using the exact quantity of metal in the Vtwo .rails A and lwhich is now nsediu making-an equal length of the. ordinary single-bar rail before rel'crrcd to, because it is manifest that eitheragreater or ay lesser quantity will have to be used as the service required of the particular. road may demand or justify, and be'eauscit'is equally apparent that a wroughtiron supporting-rail ofvtlie form and weight herein described, if

' combined with a wearing-rail of steel of considerably less area in its transverse section than vthat shown in Figs. 3 and et,would pro vduce a like compound rail of equal strength and elasticity, and at but alittle, if any, in" crease in the original cost of construction.'

` In regard to thedescribed mode of construct1 i ing and combining the clamping-hooks D D with the'plates'Cy it may be proper to remarkthat l had devised an equivalent combination for the same purpose consisting of two separate clamping-pieces, eaehhaving an upper and alowervlporhook, like thcdonblc-hooked pieces D', and applied, respectively, .over the y beveled edges on each side ofthe railsA and B,

and then drawn toward each other by means,

' of a screw-nut on aheaded bolt, the latter' passing through each' of the clamping-pieces and also through the regular ,intermediating clock or plate U, the said plate, however, beingmade y to correspond with the width ofthe base ofthe wearing-rail A; but as this 'mode 'was found to be more cost-ly and less reliable than thefirst described, having upper and vlower hooks 'D formed permanently on one end of the plate 0,'thelatteris preferred.. A

' Having thus fully described my iinprovement inthe v,cgnstruction, fandjapplication of rails for railroads, and' pointed out its superior ulility', and also the dilferent modes inwhich I contemplate the application of the system of construction embodied therein, what I claim asmy invention,fand desire to secure by Let- `1, 4A compound rail for railroads, consisting. of the two parts A and B, vthe intermediating blocks orpiates C, and the clamping-hooks D D,the same being arranged and combined together in relationvto each other and to the positions of the supporting cross-ties or groundsills, substantially as described and setfortb, for thepurposes specified. 'i

nearly vertical planes b5 b along its recessed sides, and the beveled4 edges bl bl proiecting therefrom, snbstantiallyas described and set forth, forthe vpurposes specified.

4. Makingthe said supportingrail B to have the centralseries of bolt-holes, b, arranged at the equal distances apartdescribed and set forth, for the' purpose specified.

Y. 5; Making thesaid supporting-rail B to have `the series oi' protuberances Z/or their equivalents arranged at theequal distances apartldescribed, and also in the relation to the bolt- `holes b3 described, for the purposes speci-fiedf t 'HERMAN .Ir-LOMBAERT.

fitnessesz 1 3ENJ. MoRIsoN, Tiros. R; DAVIS. l 

